Fluid-pressure-brake apparatus.



' M. GORRINGTON. FLUID PRESSRB BRAKE APPARATUS.

APPLICATION FILED JUNE 26,'1906.

Patented Nov. 30, 1909.

INVENTOI? '.To ill 'it 'ma/y concern:

UNrTED srafris PATENT GFFICE.

Murana-Y eonnmeromor New Yoan, N. Y.

rnornranss'ennsannn arrasa-rus.

Specioation of Letters Patent.y Patented Nov. 30, 1909..

"applicativa ined :une 2e, 190e. seran No. 32a/132..

Be it known that I, MURRAY' CoamNe'roN, .a citizen of the United States, residing at New York city, in the county 'and State 'of New York, .have invented certain' new and useful Improvements in Fluid- Pressure'- Brake -Apparatus, of which the following is a specication. y Y

My invention relates to improvements in 'fluid pressure brake apparatus, articularly in relation to the triple valve an apparatus operating in conjunction therewith, as

pointed `out in the specification and claims.`

Figure 1'A is a section through a triple valvev and its casing anda view of two cylinders one in 'sectional and the other in outside View; 2'is a sectional and outside view of two cylinders showing a modification; Fig. 3 isa plan of a modified slide valve seat of the triple valve in Fig. 1 Fig. 4 is a View of the face of a slide valve to operate on Fig. 3; Fig. 5 is a view in vsection of a quick acting triple Valve showing further im rovements; Fig. 6 is a plan of the main va ve seat of Fig. 5; Fig. 7 isa top View or .plan of the mam valve; and Fi 8 a top View or plan of the graduating va ve of Fig. 5. Fig. 9 illustrates a modification.

Fig. 1 shows va section of a triple-valve easing 1, piston cap 2, slide valve cap 3, triple piston 4, main valve 5, graduating valve 6, graduating stop 7, and spring 8, all operating in the usual manner. The casing has the usual ports or passages '9 to the train pipe, 10 to the auxiliary reservoir, 11 to the brake cylinder and 12 to exhaust. In cony nection with the triple valve are arranged two cylinders 13 and 14, which may be constructed like two ordinary brake cylinders. When the triple valve operates in the application of thebrakes to admit ressure through the passage 11, it enters the cylinder 13, and moves the piston lvagainst spring 22. Instead of allowing the rod 1G to extend throug'h the casing andA apply the i jbrakes directly, I arrange a valve 17 in position in the n0n-pressure head of the cylinder .to be opened by the piston rod 16 and admit pressure from a supply passage 18 into cylinder 13, whence it Hows through pipe'or passage 19 to cylinder 14, which inoves the piston in said cylinder outsand upply passage 18 may lead from the auxiliary reservoir or from any other reservoir or source of supply from which it has heretofore' been proposed to admit pressure intoa cylinder to act-nate apiston to apply brakes. In this connection I prefer for such source of power to operate the piston of cylinder 14 a reservoir c amber charged with pressure directly from a main reservoir or pum through a pressure `reducing device whic reduces the pressure to any required degree, such for instance, as reservoir '9 in Fig. 1 of patent to McCrea, No. 549,738, -dated Nov.- 12, 1895, which is charged with pressure from main reservoir 2 through pressure reducing device 5. A stop 20 may be placed in the cylinder' 13 to limit the travel of piston 15 to the point where it opens valve 17, which is just about the position said piston would occupy if it were employed to move the shoes directly against the wheels. A check valve 21 is placed in the piston l5 which prevents air admitted L ainst the piston through passage 11 rom liowing through it during application ofthe brakes. The application -of brakes can be graduated by several light reductions of train' pipe pressure in the usual manner, the chamber formed above piston l'when it moves to open Valve 17, being of the required size to allow an initial pressure of 70 pounds in 'auxiliary reservoir to produce an equalized pressure ot 50 pounds between reservoir and cylinder. When the triple valve moves to normal or release position shown -n Fig. 1, the pressure admitted to cylinder `13 through passage 11 escapes through passage or pipe 11 and the triple valve to exhaust, and the pressure in cylinder 14, pipe or passage 19 and cylinder 18 on the opposite side oi' piston 15 llows past. the check valve 21 and thence by passage 1l and the triple valve to exhaust. A spring 22 bears against piston 15 and is just strong enough to easily return the piston to its normal position when the 1 )lessur'cs are equal on its opposite sides. The piston does not return, however, after each admission of pressure into cylinder 14. If' the triple be operated to admit any Given pressure to the top of piston 15 the piston moves down, creating the usual chamber above the piston and opening valve 17. Pressure then liows past said valve into cylinder 14, and against the under side of the piston until the pressureA belowv the piston equals that above it, when the spring 'on Valve 17 aided by the spring, 22, if present,

,because the pressures are substantially equa on its opposite sides. But there is considerable tendency of pressure in cylinder 14 to leak away because one of the sides of its piston is exposed to pressure at each application of brakes while the other side is exposed to' the atmosphere. As the pressure admitted through valve 17 and passage 19 to cylinder 14 and the under side of piston 15 leaks away, the pressure on the upper side of thepiston moves it down and opens valve 17 admitting more pressure against the un' der side of the piston until the valve is again closed. It is apparent that piston 15 may as well stand'normally in the position where its stem bears against valve 17 and, since the real purpose or employing spring 22 is to assist in moving piston 15 far enough to allow valve 17 to close, it is apparent that the spring on valve 17 may be made strong enough to effect the closing 'of said valve without the aid of spring 22.

Fig. 2 shows an enlarged view of cylinder A 13 and parts connected therewith slightly modified.' The operation is the saine as that just described save that the check valve 21 is located in the wall of the cylinder instead of in the pis an. A second valve 2 3 held to its seat by a'stout spring 24E is also employed. When the triple is moved to the service position on a slight reduction of train pipe pressure` the piston 15 moves out and opens the valve 17 and admits pressure through passage 19 into cylinder 14 without striking the stop 20. When the triple is operated for emergency it moves through its full traverse, compressing spring 3 and uncovering large .port or passage 11 (see Fig. 3) admitting pressure rapidly and in large volume against piston 15 which then moves quickly against the stop 20, unseating both valves 17 and 23 and admitting pressure quickly through passage 1S, valve 23 and passage 19 'into cylinder 14. A spring conveniently located, such as 2l holds valve 23 closed in the moderate or service operation, lint opens, as explained, in emergency. Cylinders 13 and 1-1 may be of the saine size as in Fig. 1, or of diil'erent size, as in Fig. 2, and either may be made ot any desired size.

Figs. 3 and -lshow modifications iny which check valve 2lis dispensed with. 25 in the slide valve seat may lead by a suitable pipe oi' passage 26, indicated in dotted lines, to passage 19, and the valve 5, Fig. 4,

A. portdescribcd. Fig. 5 embraces a main casing 3l, triple piston cap 32, slide valve chamber cap 33, tiiplc piston 34, main valve 35, graduating valve 36, graduating stop 37, and graduating spring 38. There is also an Iemergency piston 40, emergency valve 4l,

en'icrgency valve seat 42, check valve 13, check valve seat 44, spring 45 and emergency cap 46. rI he casing has the usual train pipe passage 47, auxiliary reservoir passage 4S and brake cylinder passage 49. The stein of the piston 31 has inserted in ita stop 50 held in its outward position by a spring 51 and the stop lis held in position and at the saine time allowed to retire within the stem by means of the pin 52 moving within a slot in the stop 50. The main valve seat, Fig. 6, has port 60, leading to the top of emergency piston 40, poi-t 6l leading to brake cylinder passage at), port 62 leading-to exhaust and port 63 leading to thc train pipe by passage 68. The main valve 35, Fig. 7 has ports 64, 65. 66 and 67 through it, and the graduating valve 36, Fig. 8, has an L shaped cavity 69 on its face seen in dotted lines.

When the system is charged for operation with a normal pressure which we assume to be seventy pounds per square inch, a slight reduction in train pipe pressure is made for a service application which causes the piston 34 to move outward and shift the valve 36 to such position that the 'port 64 is uncovered, while the L cavity in the valve 36 disconnects ports and 66 and connects ports 65 and 67. This preliminary movement of the triple piston brings the collar on the end of the stem against the main valve 35 'but does not move it. It should be noted that in the position shown in Fig. 5, or normal position of the parts, port 60 in the valve seat is closed by the valve 35, port 64 in valve stands between ports 60 and 61 and is closed, ports 65, 66 and 67 in valve 35 stand respectively over and register wholly or partly with ports 62, 61 and 63 in the valve scat, and the L shaped cavity in valve 36 connects ports 65 and4 66 in valve35.. lVhcn valve 3G makes its movement above described and connects ports 65 and 67, air from the train pipe at the triple sov operated ilows through passages and ports 6 8, 63, 67, 69, 65 and 62 to exhaust, which causes a further reduction in train ipe pressure at that triple and this causes t e triplet'o 'move 75 tion with, or independently of, those ]ust service operation of the next triple on the in Where any-of these triples are in operon. It will be noted that the train pipe opened only longfenough to cause the ple to move to service position when the `rent port is promptly closed. As soon as auxiliary reservoir pressure falls slightly below train pipe pressure, the piston moves the valve 36 to close port 64 and these operations may be repeated as desired. In emergency a quick reduction ofA train pipe pressure causes the triple valve to move through its full traverse, opening port 60, admitting pressure against piston- 40 opening valve 4l and venting train pipe pressure through port 49, all of Which is Well understood by. those skilled in the art. WVhen air is charged linto the train pipe to release brakes the piston 34 first moves valve 36 upon the valve 35 far enough to take up all of the independent motion of the piston, when the cavity 69 in valve 36 passes across ports G5 and 66 in valve 35 and stands nearly or quite over port G4. The piston continues its movement through the length of its'chamber, compressing the spring 5l and retiring stop 50 within the stem. This movement lands valve 35 in the position shown in Fig. ,5 when, as explained above, port 64 is closed and ports 65, 66 and 67 register respectively, vvithvports 62, l and 63 in the valve seat. Air does not escape from the cylinder because valve 36 closes ports 65 and 66. The charging of air from train pipe to auxiliary in the usual manner soon equalizes pressures sufficiently to allow the spring 5l to move i the piston and valve 3C back to the position sharm in Fig. 5, when cavity (S9 connects ports and 63 `which already register with 62 and (Si, respectively, so that pressure novv escapes from the cylinder through 45??, 61, 66, 69, 65 and (32 to exhaust, In the arrangement of ports described the train pipe is vented in making a service application through port 62 to the atmosphere out shifting the' positions of ports 61 and 62 yvouid vent it to the cylinder. I do not deem u'. i 'i u of 5 to 8 for einploying two cylin as in Figsfl to il. It is evident that cavity in valve may be a little vider or said cavity or ports @5i and 66 so changed in location with reference' to each atl-fier, `that when the piston is in position iinst the end-oi valve 35 ng 5l is i t" it or gradn in and so on throughout the length of a ssary to illustrate urti'ier the adaptagreater or less as desired, instead of a total stopping of such exhaust.

l do 'not claim herein means for venting the train pipe at each triple in the service application, as such construction is covered in a prior application; neither do I claim the use ot' one cylinder to admit pressure intol a second cylinder to move the' shoes against the Wheels, instead of doing the Work with one cylinder, as I regard the use of tWo cylinders so employed the'equivalent of one.

Fig. 9 illustrates a modification in which the end of the slide valve chamber is closed by the cap 33 inclosing a valve 70 held normally closed by a spring 7l all i'nclosed by a cap 72. Pressure from a supply passage 73, which may be had from any source as suggested above with reference to passage 18, enters the valve case or cap 33, and when the piston is moved to the limit of its traverse,

it opens 'valve 70 and quickly recharges the auxiliary reservoir from passage 73 when spring 7l returns the pistons and valves 36 and 70 to the positions shown. The supply passage 73 in Fig. 9 may lead from a reservoir or source of supply such as above de scribed in connection with passage 18 of Fig. 1, and said Patent No. 549,738, or it may lead from a reservoir which is charged with pressure through the triple valve chamber and thence through the valve 7() and passage 73.

I claim:

.l. In a fluid pressure brake system, the combination of a triple valve having a piston, a main valve With lost motion-and asecondary valve operated by said piston, and a passage for releasing brakescontrolled by both said valves, which may be closed while the piston is moved to one limit of its traverse by increasing train pipe pressure and then opened when the secondary valve makes a partial movement in the opposite direction.

2. In a fluid pressure brake system, the combination of a triple valve having a pistou, a mainvalve With lost motion and a secondary valve operated by said piston, a passage for releasing brakes so cont-rolled by both valves that the passage may be closed While the piston is actuated by admit- -.ting train pipepressure and opened when the piston and secondary valve make a partial movement in the opposite direction, and

means for causing said partial movement.

3. In a fiuid'v pressure brake system, the combination of a triple valve having a pis ton, a main valve With'lost motion and a secondary valve operated by said piston, a passage for releasing brakes so controlled by both valves that it may be closed While the train pipe pressure exceeds the auxiliary reservoir pressure'and opened as said pressures equalize and means operated by the triple piston for admitting pressure into the auxiliary reservoir from a source independentot' the train pipe.

4. In av fluid pressure brake system, the combination of a triple valve device having a piston and two valves o erated thereby, two cylinders, one 'of Whicli` receives pressure admitted through the triple valve device, a valve operated by the piston of said cylinder for admitting pressure into the second cylinder and means controlledby the triple valve device for releasing pressure from both cylinders through both valves of the triple valve device.

5. In a fluid pressure brake-system, the combination, with a triple valve having a piston capable of occupying three positions, one of which is intermediate the other two, a main and a secondary valve operated thereby, a passage controlled by both valves for releasing brakes, which is open While the piston occupies its intermediate position and a spring for moving the piston and secondary valve from one extreme to said intermediate position.

6. In a fluid pressure brake system, the

combination, With a triple Valve having a piston, a main valve, and a secondary valve operated thereby, of a passage through the main valve and controlled by the secondary valve for releasing brakes, which is opened while said piston occupies an intermediate position lbetween two outerpositions and means for moving said piston from one of its outer positions to said intermediate position.

A7'. In a triple valve, the combination of a main valve having a passage through it for releasing brakes, a secondary valve controlling said release passage, a piston for operating both said valves and for causing them to open said release passage While said piston is in the middle of' three positions and means tending to move said piston and secondary valve from an outer position to said middle position.

MURRAY CORRIl\TGr'I`Ol\I.y Witnesses:

- ISRAEL A. WASHBURNE, .HARRY L. CALLANAN. 

